Weight automatic rail brake



April 1931. K. E. W/ENZEL 1,801,990

WEIGHT AUTOMATIC RAIL BRAKE Filed May 1'7, 1930 2 Sheets-Sheet 1 J11 van/or:

April 21, 1931- K. E. WENZEL 4 7 1,801,990

WEIGHT AUTOMATIC RAIL BRAKE Filed May 17, 1930 2 Sheets-Sheet 2 Wi/nesses: 77 I i %Mvw lz/ u Patented Apr. 21,1931

1,801f3illl KARL ERNST WENZEL, 0F HAMBORN-ON-THE-RHINE, GERMANY WEIGHT AUTOMATIC RAIL BRAKE Application filed May 17, 1930, Serial No. 453,263, and in Germany December 18 1925.

In my patent application Ser. No. 359,237 a weight-automatic rail brake has become known which from the hitherto known weight-automatic rail brakes, in which the track rail is stationary and the brake lifted,

is distinguished by the fact that for regulating the braking effect the track rail is arranged in such a way that it can be lifted and lowered and that it is connected to a lifting device, so that in this case the carrierof the brake rail can be mounted stationarily.

This invention relates to a weight-automatic rail brake which is distinguished from the brake of my above-named patent application by the fact that'not only the track rail, but also the brake rail is arranged in such a way that it can be lifted and lowered.

. For instance, the track rail and the brake rail may be arranged on a common oscillatable support, the supporting point of which is adapted to be displaced. According to the position of the supporting point the pressure acting in upward direction is transmitted more or'less strongly upon the one or other rail, thedisplacing of the sup porting point producing therefore in a double manner an alteration of'the brake pressure. i

According to the invention the arrangement may be further such that an outer additional braking power is further made to act. If, for instance, the oscillatable lever of the movable brake rail is extended beyond its bearing and the free end of said lever rests freely upon the end of the movable support for the rail track, a pressure will be exerted upon the lever end at the lifting of this portion of the support, said pressure being trans mitted upon the rail .and producing an additional brake pressure. The total brake pressure can therefore be higher than it would correspond to the pressure of the wheel upon the foot of the brake rail.

in the accompanying drawing two forms of construction, each in two brake positions, are by way of example illustrated.

Figs. 1 and 2 show a rail brake respectively in inoperative and operative position, in which the track rail as well as the brake rail is adapted to be lifted.

' take class as the su ortin of the carrier 7 Jr a Figs. 3 and 4 show a rail brake respectively in inoperative and operative position, in which the track rail as well as the brake rail is adapted to be lifted, an eccentrically acting additional force being however added.

i In the form of construction shown in Figs. 1 and 2 the track rail 1 and also the bearing bracket 9 of the lever 3, which latter is oscillatable in the pivot 9 of the bearing bracket 9 are arranged on a carrier 10. The carrier 10 rests upon a roller 12 a sickle-shaped lever 12 fulcruined at 11. WVhen the lever 12 adopts the position shown in Fig. 2 no braking can 10 is situated perpendicularly under the track rail. When the lever 12 is lifted, as

shown in Fig. l, the supporting point moves towards the bearing bracket 9. The pressure acting perpendicularly upon the carrier is therefore transmitted more strongly upon the brake rail and the brake pressure is increased.

In the form of construction shown in Figs. 3 and 4 the oscillatable lever .3 is extended beyond its fulcrum, and its free end 10 13 rests upon the end of the carrier 10. When the sickle-shaped lever 12 is lifted into the position shown in Fig. 3, an additional power effect is consequently exerted upon the end 13 of the lever. The brake rail is then pressed against the wheel not only by the pressure of the wheel 7 but further by the outer force acting upon the lever end 13'.

lVhat I claim, is: r

l. A weight-automatic rail brake with separate track rail and brake rail, in which the track rail as well as the brake rail are arranged in such a way that both the rails can be lifted and lowered.

'2. A weight-automatic rail brake with separate track rail and brake rail, comprising in combination with the track rail and the brake rail an oscillatable support common to said track rail and said brake rail, and an adjustable supporting point for said support.

3. A weight-automatic rail brake with separate track rail and brake rail, comprising in combination with the track rail adapted to be rier for said track rail and for said bearing, and a curved lever oscillatable in a vertical plane and carrying said carrier.

4. A weight-automatic rail brake with separate track ail and brake rail, comprising in combination with the track rail adapted to be lifted and with the movable brake rail an oscillatable lever carrying said movable brake rail, 1 bearing of said os illatable lever, a carrier for said track rail and for said bearing, a curved lever oscillateble in a vertical plane and carrying said carrier, and an outer additional force adapted to act upon "said movable brake rail.

5. A. v:eight-automatic rail brake with separate track rail and brake rail, comprising in combination with the track rail adapted to be lifted and with th, movable brake rail, an oscillatahle lever carrying said movable brake rail, :1 bearing of said oscillatable lever, a carrier for said track rail and for said bearing, an extension of said oscillatable' lever beyond said bearing the free end of said extension resting on said carrier, and a curved lever oscillatable in a vertical plane and carrying said carrier.

In testimony whereof I have hereunto set my hand.

KARL ERNST VENZEL. 

